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Aviation History
1953
1953 - 1329.PDF
FLIGHT, 2 October 1953 485 CORRESPONDENCE The Editor of "Flight" does not hold himself responsible for the views expressed by correspondents in these columns; the names and addresses of the writers, not necessarily for publication, must in all cases accompany letters. Air Speed or Mach Number AWORLD air speed record that is dependent on temperature is clearly misleading. Is it not possible to correct air speeds to a standard set of atmospheric conditions? Air speed records, thus corrected, would be truly comparable whether made at Muroc, Castel Idris or Shoreham-by-Sea. Kingsley Green Haslemere. P. H. W. RUSSELL, Lt.-Col. late Royal Artillery. Bravado I" HAVE just read in the paper that S/L. Bill Waterton got "a -•- terrific rocket" for pointing the Javelin at the crowd during his demonstration. Whilst sympathizing with the S.B.A.C. Fly ing Committee, I feel that in order to see our aircraft at their best—and that is what we want—they must be pointed at the crowd unless we are to be limited to a display of flying that is not all it might be. I am quite prepared to see an aircraft flying over my head, and I am sure that many others are. The accident at last year's display was a great tragedy, but I don't think that there is any need to handicap the pilots any more than they are already. I was within 15 ft of the "hole in the crowd" last year and I think that if anyone should be against flying near the crowd it should be me. Old Coulsdon, Surrey. D. J. WEAVER. £ s d and Private Flying TN his article, "Flying for Sport," contained in the 18th •*• September issue of Flight, Mr. Ogilvy laments the apathy prevalent in this country. I had to permit myself a hollow laugh when he discarded the obvious answer, that lack of funds is the root of the trouble. Before Hitler started the recent fracas I could and did, fly with the C.A.G. at the very modest fee of 5s. per hour. Now I and a number of my friends and colleagues who were, like myself, wartime pilots would dearly love to take to the air again. Despite the existence of the Popular Flying Association and sundry schemes for cheap flying we just haven't the spare cash now that all of us are married, the majority with families and, of course, a house of our own which has to be paid for through the years as we haven't the capital to buy outright. I am in no position to contend Mr. Ogilvy's excellent article other than as above, but if what he writes is indeed the state of affairs among those more fortunate flying types, then the position really looks black. I can't believe it can be quite as bad as it seems, however. Mansewood, Glasgow, S.3. R. A. FORBES. No Heliport at L.A.P. I HAVE noticed that in the Ministry of Civil Aviation's recently published plans for the development of London Airport there is no reference whatsoever to helicopters, and no apparent provision has been made for a helicopter landing area. Since B.E.A.'s helicopters have been calling daily at London Airport for a considerable time, the reasons for this significant omission seem hard to understand. In Europe and the United States many airports have already been provided with a special helicopter park, usually near the terminal buildings, and many more have been projected. If passenger-carrying helicopters are to take their rightful place in the field of air transportation, surely some thought should be given now to the provision of facilities whereby helicopter passengers from provincial cities may be transferred rapidly to air liners flying the trunk air routes, and vice-versa. Apart from its special application to short-haul inter-city communication, it is the essence of a passenger helicopter's utility that it should work as an adjunct to fixed wing aircraft. To enable it to perform this function in the most efficient manner a suitably designed parking area should be located as near to the passenger embarkation points as possible. . It is to be hoped that this omission does not reflect an official view that the requirements of helicopters are not worthy of consideration. „ Bromley, Kent. BASIL ARKELL. [This query was raised at the Press conference called to announce the development plans for London Airport. The M.C.A. took the line that not enough was known about the pattern of future helicopter services to incorporate cut-and-dried plans for a helicopter landing-site, but that ample space would be available when the need arose.—fcD.j Battle of Britain Credit Y^HEN this country was at the cross roads and eventually won " the Battle of Britain our allies consisted of the Common wealth and those few who were lucky to escape from the Continent. At that time the U.S.A. was a neutral, so why should she take part in the anniversary fly-past? This letter is not intended to antagonize our American friends, but rather to draw attention to the fact that if the U.S.A.F. takes part in the parade each year then the time will come when those in the States who are not so well informed, will think that they also won the Battle of Britain, which after all was the most important battle of the war. It is interesting to speculate on what would happen if we took part in the Independence Day celebrations. Pinner, Middlesex. W. B. HOLROYD, F/Lt. [We should not forget that American volunteers in the Eagle Squadron took part in the battle of Britain.—ED.] Airline and Transport Command Pilots I" IMAGINE that F/O. L. H. Levene has started something with -^ his letter (August 28th) on M.C.A. examinations, and civil airline standards versus those of Transport Command. I think a large number of pilots employed in civil aviation will agree with his remarks on academic qualifications. I would like to point out, however, that many of us start our careers with only the Junior Commercial Licence, which is a reasonably practical and straightforward examination. The main difficulty is to continue line-flying and at the same time to study and convert to either the Senior Commercial Licence or ALT.P. This, I believe, is where some rearrangement is essential, possibly by M.C.A., allowing two subjects to be taken at a time, the whole syllabus bein? covered in a year. London, W.4. 2ND OFFICER. The Last Wimpy T WOULD like to draw your attention to the article "The Last -*• Wimpy" (Service Aviation, Flight, September 18th, 1953), and in particular to the two references regarding the date of the Wellington's last operation. It is specified once as March 1945, and then again as March 13th, 1945, and vet I carried out an anti-submarine patrol off the Hague on May 2nd, 1945, in a Wellington 13 (for which I was credited with half an operation). My last night operation was on April 12th, 1945, also on a Wellington 13, and was a low-level night recce, of the Dutch causeway and the ferries at Stavoren and Enkuizen. Both these fliehts were carried out after March 1945, and I have no doubt whatever that even later operations were executed by 69 Squad ron. We were attached to No. 34 Wing, 2nd T.A.F. (apparently forgotten long ago) and engaged on the soul-destroying and dicey job of low-level night photographic and visual recon naissance (except on moonlight nights, and then we were bombed up for any odd targets reserved for such occasions). This letter I think should help to establish that the "Wimpy" was 111 at the start of the air war and still there operating at the finish. What a fine record for the grand old lady of the air! Now a further complaint about official figures. At the recent preview of the film "Appointment in London" the official souvenir programme stated that the last Lancaster raid was a daylight raid on Hitler's eagle nest on April 25th, 1945, but from a friend I understand that he was on a Lancaster raid carried out during rite night of April 25th/26th. This may be only 12 hours later but it does give rise to the question "Are there any later still that have been missed?" London, S.E.14. J. SWIFT. FORTHCOMING EVENTS Oct. 3. Helicopter Association: "Problems of Helicopter Operation Peculiar to Shipboard Use," by Lt.-Cdr, H. R. Speddinq, R.N.; "Helicopters and the Whaling Industry," by A. E. Bristow. I.A.T.A. Annual General Meeting, Montreal. R.Ae.S. (Bristol): "Flutter", by Prof. W. J. Duncan. London Airport: Start of England-Christchurch (N.Z.) Air Race. Airlines Ball, Royal Albert Hall, London. R.Ae.S. Section Lecture: "Use of Materials in the Plastics Range," by H. L. Cox, M.A.. F.R.Ae.S. Oct. 21. R.Ae.S. (Manchester): "Some aspects of high-speed jet air craft." by S/L. W. A. Waterton. Oct. 23. Aerauto Association: Annual Dinner and Dance, Westminster Arms, Page Street, London, S.W.1. Oct. 23. R.Ae.S. (Birmingham): "Helicopters." Oct. 28-30. Institute of Welding: Annual Dinner and London Autumn Meeting. Oct. Oct. Oct. Oct. Oct. 5-9, 7 8. 9. 13.
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